PRESENTED BY, SATHEESH GOPI.R 98308101043 SATHEESH KUMAR.K 98308101044 SHRIRAM. J 98308101048 SYED ABUTHAHIR.

A 98308101052

OUR AIM IS TO DESIGN A BOMBER AIRCRAFT HISTORIC DATA ARE USED AS THE REFERNCE TO ESTIMATE THE OVERALL WEIGHT OF AIRCRAFT SELECT AN SUITABLE ENGINE APT WING CONFIGURATION AND AEROFOIL ESTIMATE THE DRAG TAIL PLANE SELECTION DRAW THE 3-D VIEW

There are mainly three types of design; they are 1. Conceptual design 2. Preliminary design 3. Detailed design Conceptual design depends on what are the major factors for designing the aircraft Preliminary design mathematical method of skimming the aircraft, done using the Fortran software. Detailed design consider every nuts, bolts, rivets and paints. - all the connections and allocations are made here. A bomber is a military aircraft which is used for ground attacks and sea targets by dropping bombs. They are of different types: strategic bomber, tactical bomber, fighter bomber

DIMENSION SPECIFICATION

WEIGHT SPECIFICATION

POWERPLANT SPECIFICATION

PERFORMANCE SPECIFICATION

1. SELECTION

OF AN AEROFOIL

An aerofoil is the heart of the airplane. It is shaped in such a way to produce more lift than drag when moved through the air. An airfoil shaped body moved through a fluid produces an aerodynamic force force perpendicular to the direction of motion - lift. component parallel to the direction of motion - drag.

AEROFOIL SECTION

TYPES OF AEROFOIL FLAT BOTTOM SEMI SYMMETRICAL SYMMETRICAL

UNDERCARRIAGE OR LANDING GEAR The undercarriage or landing gear in aviation, is the structure that supports an aircraft on the ground and allows it to taxi, takeoff and land Landing gear usually includes wheels equipped with shock absorbers The landing gear mechanism is a retractable tricycle type TYPES bicycle tricycle tricycle tail wheel

LOCATED AT THE CENTRE OF THE AIRCRAFT LOCATED IN BETWEEN NISE AND KANDING GEAR

CL VS ANGLE OF ATTACK CD VS ANGLE OF ATTACK VELOCITY VS ALTITUDE VELOCITY VS ASPECT RATIO VELOCITY VS EMPTY WEIGHT VELOCITY VS FULE CAPACITY VELOCITY VS LENGTH VELOCITY VS MAX.TAKE OFF WEIGHT VELOCITY VS RANGE VELOCITY VS WING AREA VELOCITY VS WING SPAN

OPTIMUM ALTITUDE-13000m EMPTY WEIGHT-77000Kg OPTIMUM UEL CAPACITY-73000Kg OPTIMUM LENGTH-18m OPTIMUM TAKE OFF WEIGHT-210000Kg OPTIMUM RANGE-2700Km OPTIMUM WING AREA-70m OPTIMUM WING SPAN-16m OPTIMUM ASPECT RATIO-2.9 OPTIMUM VELOCITY-1100Km/hr

Overall Weight, W0 = W crew + W payload + W fuel + W empty

/ /

0 0

- Fuel weight fraction - Empty weight fraction

Overall weight, W0= 212658.26kg

GENERAL ELECTRIC F101 IS SELECTED

IS AN AFTERBURNING TURBOJET ENGINE B-1 LANCER SRATEGIC BOMBER IT PRODUCES AN THRUST OF 130KN FIRST TURBOFAN WITH AN AFTERBURNER

THE B-1's FOUR F101 ENGINES HELPED THE AIRCRAFT WIN 61 WORLD RECORDS FOR SPEED, PAYLOAD AND RANGE.

THE FIRST STEP TOWARDS DESIGNING THE WING IS THE THICKNESS ESTIMATION THICKNESS DEPENDS ON THE CRITICAL MACH NUMBER OR DRAG DIVERGENCE MACH NUMBER OF THE AEROFOIL SECTION. CRITICAL MACH NUMBER CAN BE DELAYED BY THE USE OF SWEEP BACK ANGLE.

WING GEOMETRY DESIGN

DEPENDS ON WING LOADING, ASPECT RATIO, TAPER RATIO, SWEEP BACK ANGLE AT THE QUARTER CHORD ROOT CHORD

TIP CHORD

POSITION OF THE WING

LOCATION OF THE WING IS IMPORTANT LOW WING POSITION IS MORE ADVANTAGEOUS WING SELECTED WE HAVE SELECTED VARIABLE SWEEP BACK WING IT IS AN AIRPLANE WING THAT MAY BE SWEPT BACK AND RETURN TO ITS ORGINAL POSITION DURING THE ALLOWS AIRCRAFT PLANFORM TO MODIFY EXAMPLE OF VARIABLE GEOMETRY AIRCRAFT MORE SUITABLE FOR HOGH SPEEDS ALLOWS PILOT TO SELECT THE CORRECT WING CONFIGURATION IT IS USED IN MILITARY AIRCRAFT

Section lift Coefficient:

C1 0.543

Wing Lift Coefficient:

CL = 0.9 x C1 x cos CL =0.488

BASED ON GEOMENTRY,DESIGN,DESIGN LIFT COEFFICIANT,THICNESS RATIO. Chord line: It is the straight line connecting leading edge (LE) and trailing edge (TE). Chord (c): It is the length of chord line. Thickness (t): measured perpendicular to chord line as a % of it (subsonic typically 12%). Camber (d): It is the curvature of section, perpendicular distance of section mid-points from chord line as a % of it (sub sonically typically 3%). Angle of attack ( ): It is the angular difference between chord line and airflow direction.

NACA 6 Digit 1st digit : identifies series type. 2nd digit : location of minimum pressure (as % of chord from leading edge (LE)). 3rd digit : indicates acceptable range of CL above/below design value for satisfactory low drag performance (as tenths of CL). 4th digit : design CL. 5th & 6th digits: maximum section thickness NACA SERIES SELECTED IS 65(1)-212, WHICH IS A 6 DIGIT SERIES

NACA 65(1)212

Tail design

THE TAIL SHAPES ARE T , V, H, + , Y, inverted V . Tail surfaces are used to both stabilize the aircraft and provide control moments needed for maneuver and trim. THE T-TAIL IS OFTEN USED TO REDUCE AERODYNAMIC INTERFERANCE T-tails are mostly avoided and the configuration. V-tails combine functions of horizontal and vertical tails. H-tails use the vertical surfaces as endplates for the horizontal tail. Y-shaped tails have been used on aircraft such as the Lear Fan.

LOCATION OF TAIL IN THE PLANES

CRUCIFORM TAIL

FUSELAGE MOUNTED TAIL

T-TAIL

TWIN TAIL BOOM

TAIL PLANE MOUNTED

TRIPLE FINS

DIFFERENT TYPES OF TAIL PLANE

FOR OUR DESIGN PURPOSE WE USE CRUCIFORM TYPE

Drag: -Drag is the resolved component of the complete aerodynamic force which is parallel to the flight direction (or relative oncoming airflow). -It always acts to oppose the direction of motion. -It is the undesirable component of the aerodynamic force while lift is the desirable component Drag Components There ae many types of drag such as: -Skin friction -Form or pressure drag -Wave drag

Skin Friction: o Due to shear stresses produced in boundary layer. o Significantly more for turbulent than laminar types of boundary layers.

Form (Pressure) Drag o Due to static pressure distribution around body - component resolved in direction of motion. o Sometimes considered separately as forebody and rear (base) drag components

Wave Drag o Due to the presence of shock waves at transonic and supersonic speeds. o Result of both direct shock losses and the influence of shock waves on the boundary layer. o Often decomposed into portions related to: Lift. Thickness or Volume.

Calculation of drag

Drag = 19877.36 N

Front view

Side view

Top view

CONCLUSION Thus we have done our Aircraft design project successfully. By doing this project, we have got an idea for doing many more projects. From, this project, we have got idea about the bomber aircraft and their specifications and respective parameters. We gained much knowledge about the propulsion systems and engine parameters.

THANK YOU